WO2016198299A1 - Détermination du remplissage d'air, dispositif de commande de moteur et moteur à combustion interne - Google Patents

Détermination du remplissage d'air, dispositif de commande de moteur et moteur à combustion interne Download PDF

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Publication number
WO2016198299A1
WO2016198299A1 PCT/EP2016/062363 EP2016062363W WO2016198299A1 WO 2016198299 A1 WO2016198299 A1 WO 2016198299A1 EP 2016062363 W EP2016062363 W EP 2016062363W WO 2016198299 A1 WO2016198299 A1 WO 2016198299A1
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WO
WIPO (PCT)
Prior art keywords
pressure
air
cylinder
standard
amount
Prior art date
Application number
PCT/EP2016/062363
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German (de)
English (en)
Inventor
Elmar Millich
Lars Petersen
Andre SHURKEWITSCH
Jan Vogelsang
Original Assignee
Volkswagen Aktiengesellschaft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volkswagen Aktiengesellschaft filed Critical Volkswagen Aktiengesellschaft
Priority to KR1020187001046A priority Critical patent/KR101978101B1/ko
Priority to EP16726119.7A priority patent/EP3308007B1/fr
Priority to CN201680034412.4A priority patent/CN107690523B/zh
Publication of WO2016198299A1 publication Critical patent/WO2016198299A1/fr
Priority to US15/837,165 priority patent/US10557422B2/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1448—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an exhaust gas pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F02D35/024—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure using an estimation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3005—Details not otherwise provided for
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01F—MEASURING VOLUME, VOLUME FLOW, MASS FLOW OR LIQUID LEVEL; METERING BY VOLUME
    • G01F22/00—Methods or apparatus for measuring volume of fluids or fluent solid material, not otherwise provided for
    • G01F22/02—Methods or apparatus for measuring volume of fluids or fluent solid material, not otherwise provided for involving measurement of pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0261—Controlling the valve overlap
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F02D2200/0408—Estimation of intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
    • F02D2200/703—Atmospheric pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
    • F02D2200/703—Atmospheric pressure
    • F02D2200/704—Estimation of atmospheric pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor

Definitions

  • the present invention relates to a method for determining an amount of air within a cylinder of an internal combustion engine, an engine control unit configured to carry out the method, and an internal combustion engine, the
  • Engine control unit has.
  • VKM internal combustion engine
  • a mixture of fuel and oxygen which is contained in the ambient air, burned in a controlled manner.
  • Cylinder air charge i.e., the amount of air contained in the cylinder before ignition or before fuel delivery
  • a corresponding amount of fuel or fuel mass can be supplied into the cylinder interior, so that in particular a stoichiometric combustion air ratio in the cylinder air filling (or cylinder oxygen filling) is adjustable.
  • This can z. B. a desired ⁇ value of 1 (or another) can be achieved, in particular to minimize the emission of exhaust gas pollutants, to optimize combustion or performance.
  • the cylinder air charge may typically consist of a measured or modeled intake manifold pressure (also called charge pressure corresponding to the pressure of the air supplied to the cylinder), exhaust backpressure (also called exhaust pressure, which represents the pressure of the exhaust gas in an exhaust pipe) and models of residual gas be calculated in the cylinder.
  • intake manifold pressure also called charge pressure corresponding to the pressure of the air supplied to the cylinder
  • exhaust backpressure also called exhaust pressure, which represents the pressure of the exhaust gas in an exhaust pipe
  • models of residual gas be calculated in the cylinder.
  • actuators eg intake and exhaust camshafts, Charge movement flaps, valve lifts and others
  • intake air and exhaust gas temperatures e.g. intake and exhaust camshafts, Charge movement flaps, valve lifts and others
  • Inaccuracies of the models can be corrected by using correction fields of the corresponding engine control software based on extensive, time-consuming engine test bench measurements.
  • Environmental factors such as pressure and temperature can also influence the actual and calculated cylinder air charge.
  • Actuator positions take place. For ambient pressure conditionally necessary adjustment corrections in vehicle tests usually only a small part of the mobile operating points is detected. Deviations between real and calculated cylinder air filling are therefore not completely avoidable in series operation. The usual bit rate corrections under different
  • Ambient pressure conditions are also often time consuming and costly.
  • DE 10 2004 030 604 B3 discloses a method for determining the air mass in a cylinder of an internal combustion engine with a charging device and a device for the variable control of the valve overlap of the gas exchange valves.
  • a reference characteristic for the air mass in the cylinder describes a linear relationship between the air mass in the cylinder and the pressure in the intake pipe, depending on the operating conditions. If the intake manifold pressure exceeds the exhaust back pressure, the value of the air mass from the Reference characteristic corrected with a value for the degree of capture, which is defined as a characteristic curve depending on operating conditions above the pressure in the intake system.
  • Air mass flow in the intake manifold of an internal combustion engine This is a
  • Model air mass flow modeled and compared with at least one determined by measurement in the air intake tract upstream of the intake manifold air mass flow. This is because the control deviation between the model air mass flow and the air mass flow determined by measurement is applied in a single balancing branch with the aid of a generalized adaptation which only includes a time response on how fast a control deviation between the model air mass flow and the air mass flow determined by measurement is to be compensated , Furthermore, an adaptation target variable is generated, and transformed by means of a subsequent adaptation value transformation in the same balancing branch to a physical size of the suction pipe.
  • Air mass flow in the intake manifold of an internal combustion engine wherein a
  • Air mass flow model models a model air mass flow through the throttle device of the intake manifold, wherein the air mass flow of incoming fresh air into the air intake tract is measured by a sensor in front of the throttle device, wherein the measured air mass flow is transformed into a fictitious measured at the location of the throttle device air mass flow and this converted air mass flow with the model air mass flow is compared by the throttle device.
  • an object of the present invention to provide an engine control unit and also an internal combustion engine with such an engine control unit, which in is able to determine a cylinder air filling in a reliable and sufficiently accurate manner with a reasonable time and cost.
  • An inventive method for determining an amount of air in particular air mass, number of air particles or the like, in particular oxygen, oxygen mass or number of oxygen particles) within a cylinder (or within several cylinders, which are filled with fresh air and fuel and ignited) one
  • Internal combustion engine eg gasoline engine, gasoline engine, diesel engine
  • intake manifold pressure pressure of the cylinder supplied air, also called boost pressure
  • exhaust gas pressure pressure of the effluent gas from the cylinder after combustion
  • an actual ambient air pressure in particular atmospheric pressure, which prevails in the vicinity of the internal combustion engine
  • a standard ambient air pressure eg an air pressure of 1013 mbar, in particular in the presence of a standard temperature, eg 21 ° C.
  • an air charge calculation algorithm is provided which is set to a standard air amount under a standard ambient air pressure operating condition (eg, an operating condition in which a pressure of 1013 mbar prevails and, for example, a temperature of 21 ° C prevails). in particular an amount of air which, in the presence of the standard ambient air pressure operating condition (eg, an operating condition in which a pressure of 1013 mbar prevails and, for example, a temperature of 21 ° C prevails). in particular an amount of air which, in the presence of the
  • Standard ambient air pressure operating condition as determined in the cylinder based on the scaled intake manifold pressure (which is obtained by scaling the intake manifold pressure) and the scaled exhaust pressure (which is obtained by scaling the exhaust pressure).
  • the method may, for. B. in an engine control unit of the internal combustion engine, in particular in a (software) module of the engine control unit.
  • the method may be embodied as a computer-implemented method.
  • the method may, for. B. be programmed for running in the engine control unit.
  • the engine control unit can access a memory which contains instructions which are designed to carry out the method for determining the amount of air.
  • the intake manifold pressure (also called charge pressure) and / or the exhaust gas pressure may have been determined by measurement by means of suitable sensors or in part also determined by modeling.
  • Intake manifold pressure and exhaust pressure may be input to the process.
  • the ambient air pressure can also represent an input variable for the method.
  • the scaling of the intake manifold pressure and the exhaust pressure may be different or equal.
  • the scaling of the standard air quantity may be different or equal to the scaling of the intake manifold pressure and / or the exhaust pressure.
  • the ambient air pressure can be measured or partially modeled.
  • the air charge calculation algorithm may be practicable in a conventional engine control unit.
  • the air charge calculation algorithm may have been created from physical / heuristic models with the aid of characteristics and using experimentally determined data. It can be assumed that standard conditions or standard conditions, in particular a temperature of 21 ° C and an ambient air pressure of 1013 mbar. Under these conditions, the internal combustion engine may have been measured in terms of an amount of air within the cylinder (in particular, when the intake valve is closed) and in dependence on varying intake manifold pressure and exhaust gas pressure. As a result, the air filling calculation algorithm, upon input of a
  • the method can determine the amount of air in the cylinder when the air inlet valve is closed.
  • the amount of air in the cylinder when the air inlet valve is closed is that amount of air that is finally ignited in a mixture with a later added fuel.
  • the amount of air in the cylinder at this time is the relevant amount of air to optimize combustion.
  • Air charge calculation algorithm used to calculate an amount of air at a
  • Air flow rate calculation algorithm is scaled, again in response to the actual ambient air pressure and the standard ambient air pressure, to finally calculate the amount of air that is at the actual
  • Ambient air pressure is in the cylinder.
  • the scaling of the intake manifold pressure, the exhaust gas pressure and the standard air quantity may have a linear scaling (in particular a multiplication by a constant or variable factor).
  • a linear scaling in particular a multiplication by a constant or variable factor.
  • the scaling of the intake manifold pressure and the exhaust gas pressure can be uniform.
  • the scaling of the intake manifold pressure and the exhaust pressure may be performed by applying a similar function to the intake manifold pressure and the exhaust pressure.
  • the function may include, for example, a non-linear function or a linear function. Uniform scaling can further simplify the process.
  • the scaling of the intake manifold pressure may include multiplying the intake manifold pressure by a factor, the factor having the quotient (or inverse thereof) from the standard ambient air pressure and the actual ambient air pressure.
  • Multiplication can be done easily and quickly. Also, the quotient of the standard ambient air pressure and the actual ambient air pressure can be easily calculated.
  • scaling the standard air amount may include multiplying the standard air amount by the inverse of the factor.
  • the method can be further simplified because a Umtransformieren the different sizes can be derived only from a single factor.
  • the air-filling calculation algorithm can have one or more further input variables, in particular positions (or settings) of fill-influencing actuators and / or a rotational speed of the internal combustion engine and / or a
  • the further input variables in particular comprise at least one rotational speed of the internal combustion engine, an intake cam position and an exhaust cam position.
  • These input variables may be conventionally determined or modeled, so that no special measuring device for carrying out the method must be required.
  • the air filling calculation algorithm may include a number of characteristics and / or model functions.
  • the air filling calculation algorithm can be purely heuristic and / or on
  • the air charge calculation algorithm may calculate the air flow rate from an input intake manifold pressure and an input exhaust gas pressure Determine cylinders that would be present in the cylinder if there was a standard ambient air pressure.
  • the method according to the invention can be a phase (temporal phase) simultaneous opening of an intake valve (which allows to introduce air into the cylinder) and a
  • Assist exhaust valve (which allows exhaust gas from the cylinder to dissipate) of the cylinder.
  • part of the exhaust gas located in the cylinder after combustion flows out of the cylinder (in particular into an exhaust pipe) and, on the other hand, air (from a suction pipe or charging pipe) enters the cylinder.
  • the method can be flexibly applied and used to a large number of engine operating methods.
  • the method can also support residual gas recirculation. Part of the air flowing into the cylinder during the simultaneous opening of intake valve and exhaust valve may enter the exhaust pipe, but be recirculated back into the cylinder as the intake tract continues. This operating mode can also be used to calculate the
  • the method can also be applied to this internal combustion engine control or condition.
  • the method can be applied to a variety of
  • the air filling calculation algorithm can be performed on the internal combustion engine dynamometer under standard (al) conditions, in particular at standard temperature (eg 21 ° C.) and
  • Standard ambient pressure eg 1013 mbar
  • a large number of measurements in particular of intake manifold pressure, exhaust gas pressure and air quantity
  • conventional methods for the assessment of engine-relevant algorithms can be applied or used.
  • the intake manifold pressure and the exhaust gas pressure can each be determined by means of pressure measurements and / or modeling, in particular by averaging pressure measurements and / or modeling, in a suction pipe or in an exhaust pipe. This can be done in particular with the air inlet valve open and / or the exhaust gas outlet valve of the cylinder open.
  • pressure measurements can be carried out in conventional internal combustion engines by means of suitable sensors, even without the equipment of
  • the actual ambient air pressure can be obtained or determined by means of pressure measurement and / or altitude measurement and / or by means of possibly also remotely determined meteorological data. So that this input variable can be determined flexibly.
  • the object is achieved by a method for controlling an internal combustion engine having at least one cylinder, wherein a method for determining an air quantity within the cylinder is carried out during the control method according to one of the embodiments given here.
  • fuel is introduced into the cylinder during the control process, wherein a fuel quantity (eg mass, number of particles) based on the determined air quantity (eg mass, number of particles, especially of oxygen) is selected, in particular such that a stoichiometric ratio between fuel and the amount of air or the amount of oxygen (eg according to a reaction equation) is achieved within the cylinder.
  • a fuel quantity eg mass, number of particles
  • the determined air quantity eg mass, number of particles, especially of oxygen
  • An engine control unit has an input module and a processor (eg comprising hardware and / or software).
  • the input module is configured to obtain at least one intake manifold pressure and one exhaust pressure of a cylinder of an internal combustion engine and an actual ambient air pressure or to make them available within the engine control unit.
  • the processor is configured to scale the intake manifold pressure and the exhaust pressure in dependence on the actual ambient air pressure and a standard ambient air pressure, perform an air charging calculation algorithm created under a standard ambient air pressure operating condition, a standard air quantity based on the scaled intake manifold pressure (air supply pressure) and the scaled exhaust pressure to determine.
  • the processor is further configured to scale the standard air amount in response to the actual ambient air pressure and the standard ambient air pressure to determine an amount of air within the cylinder.
  • the processor is designed to determine an amount of fuel to be introduced into the cylinder based on the determined amount of air (in particular, to determine based on an amount of oxygen of the determined amount of air).
  • the engine control unit may be configured to execute or control a method according to one of the preceding embodiments.
  • the engine control unit may in particular be designed to carry out a method for determining an air quantity within a cylinder of an internal combustion engine according to one of the specified embodiments.
  • An internal combustion engine (e.g., gasoline engine, gasoline engine, or diesel engine, and optionally an additional electric motor) includes at least one cylinder having a suction pipe and an exhaust pipe, and an engine control apparatus according to any one of the disclosed embodiments.
  • the engine device is designed to determine an amount of air in the cylinder, and based on this, to determine an amount of fuel which is finally to be introduced into the cylinder for combustion together with the amount of air.
  • the engine control unit may be used e.g. controlling a fuel pump and an intake valve.
  • FIG. 1 schematically shows a module of an engine control apparatus according to an embodiment of the present invention, which is configured to carry out a method for determining an air quantity within a cylinder of an internal combustion engine according to an embodiment of the present invention
  • FIG. 2 illustrates a part of an internal combustion engine according to an embodiment of the present invention, which is an engine control unit according to an embodiment of the present invention
  • Embodiments of the present invention are directed to a method and an apparatus, in particular an engine control unit, which a cylinder air filling or a
  • Air quantity within a cylinder are able to determine.
  • Equations GI.1 to Eq.7 describe physical quantities that are important for determining the amount of air within the cylinder.
  • GI.1: mRG " v ⁇
  • Vzyl cylinder pressure inlet valve closes at
  • Tzyl - temperature cylinder closes at inlet valve
  • V ES - cylinder volume closes at inlet valve
  • GI.1 describes the amount of residual gas as a function of the exhaust gas pressure p 3 .
  • the correct detection of the residual gas quantity is a prerequisite for an exact determination of the Cylinder air filling; However, it is conventionally not accessible to direct measurement by a sensor.
  • the remaining in the dead volume residual gas can be calculated from the corresponding cylinder volume V AS , the exhaust back pressure p 3 and the exhaust gas temperature T 3 according to GI.1.
  • the amount of the brimmed over the residual gas which is brought back into the cylinder in the further course of the intake tract, mainly depends on the pressure ratio between the exhaust gas pressure p 3 and the intake manifold pressure p 2 according Gl.2 from.
  • GI.1 describes here the amount of residual gas with the outlet valve closed.
  • inductor efflux function which is given as sqrt (k / (k-1) * (x 2 / k -x k + m ), where k is the adiabatic exponent an approximation that when closing the intake valve, there is a pressure balance between the pressure in the intake manifold and the pressure in the cylinder.
  • the method corrects the calculated cylinder air filling as a function of different ambient pressures pu.
  • deviating ambient pressures intake manifold pressure p 2 and exhaust back pressure p 3 are transformed to the value in this Engine operating point under standard ambient pressure conditions.
  • the engine has already been measured and the results stored in the corresponding correction fields of the engine control software.
  • the linear inverse transformation of the cylinder air filling mLnorm calculated by the primary model under standard conditions takes place in this fictitious operation.
  • Fig. 1 shows a schematic representation of a module 1, which is designed to carry out a method for determining an amount of air within a cylinder according to an embodiment of the present invention, and which z. B. may be included in an engine control unit according to an embodiment of the present invention.
  • the module 1 comprises an input module 3, which is formed, at least one
  • Intake manifold pressure 5 also referred to as ps
  • an exhaust gas pressure 7 also referred to as p 3
  • an actual ambient air pressure 9 also referred to as pu
  • the module 1 comprises a processor 11, which is designed to scale the intake manifold pressure 5 and the exhaust pressure 7 in dependence on the actual ambient air pressure 9 and a standard ambient air pressure 13 (also punorm)
  • Standard ambient air pressure operating condition is established to determine a standard air amount (mLnorm) 21 based on the scaled intake manifold pressure 17 and the scaled exhaust pressure 19.
  • the processor 11 is further configured to scale the standard air quantity 21 (also referred to as mLnorm) in dependence on the actual ambient air pressure 9 and the standard ambient air pressure 13 to determine an amount of air 23 (also referred to as mL) located within the cylinder.
  • mLnorm standard air quantity 21
  • the processor 11 is further configured to scale the standard air quantity 21 (also referred to as mLnorm) in dependence on the actual ambient air pressure 9 and the standard ambient air pressure 13 to determine an amount of air 23 (also referred to as mL) located within the cylinder.
  • the intake manifold pressure 5 is multiplied by this factor 27 or f by means of a multiplication element 29 in order to obtain the scaled intake manifold pressure 17.
  • a multiplication element 29 in order to obtain the scaled intake manifold pressure 17.
  • E1, E2 and En and z. B. include a speed of the internal combustion engine, an intake cam position and an exhaust cam position or other input variables.
  • FIG. 2 schematically illustrates a part of an internal combustion engine 33 according to an embodiment of the present invention including an engine control unit 34 according to an embodiment of the present invention, which is e.g. Example, the module 1, which is illustrated in Fig. 1, comprises.
  • a piston 37 is slidably disposed along a cylinder axis in a cylinder interior 39 which drives a crankshaft during operation (combustion in the cylinder interior 39) via a connecting rod.
  • the cylinder 35 comprises a cylinder wall 36, which delimits the cylinder interior 39 together with the piston 37.
  • the cylinder 35 includes an inlet valve 41 which allows air 43 to be introduced through a suction pipe 45 into the interior 39 of the cylinder.
  • the cylinder 35 comprises an exhaust valve 47, which allows exhaust gas from the cylinder interior 39 to be led into an exhaust pipe 49.
  • a sensor 51 measures the intake manifold pressure 5 and directs the intake manifold pressure 5 to the
  • Engine control unit 34 on Another pressure sensor 53 in the exhaust pipe 49 measures the exhaust gas pressure 7 and forwards it to the engine control unit 34 on.
  • a pressure sensor, not shown in FIG. 2, further measures the ambient pressure 9 and supplies it to the engine control unit 34 as an input variable.
  • a fuel-air mixture may be inside the cylinder interior 39 by means of a spark plug 55 or optionally without a spark plug, for. B. by compression, are ignited.
  • the engine control unit 34 calculates, based on the intake manifold pressure 5, the exhaust pressure 7, and the atmospheric pressure 9, an air amount 23 (mL) in the cylinder 35 after closing the intake valve 41, and uses this determined air amount 23 to calculate an amount of fuel to be introduced into the cylinder 35 ,
  • the engine controller 34 may include an injection control signal 57 for controlling a
  • Issue injector An amount of fuel calculated in this way is injected into the interior 39 of the cylinder 35 via an injection apparatus (not shown in FIG. 2).
  • Embodiments of the invention may be applied to internal combustion engines with or without supercharging the air.
  • the method according to the invention can enable an exact calculation of the cylinder air filling even under ambient pressures deviating from standard conditions.
  • the method is based on physical corrections, as can be seen in GI.1 to Eq.7, and thus includes all mobile operating points.
  • Correction fields in the engine control unit are omitted during vehicle testing. This can save development time and costs.
  • the averaged exhaust gas pressure p 3 in front of the exhaust valve 47 reaches as the input for calculating the cylinder air charge.
  • Other variables such as the measured ambient pressure pu or in turbocharged systems the pressure after the turbine are omitted in the primary model 15 for cylinder air calculation.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • General Physics & Mathematics (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé et un dispositif de commande de moteur destiné à déterminer une quantité d'air (23) à l'intérieur d'un cylindre (35) d'un moteur à combustion interne (33). Le procédé consistant à : ajuster une pression de tube d'aspiration (5, ps, p2) et une pression de gaz d'échappement (7, p3) en fonction d'une pression d'air ambiante réelle (9, pu) et d'une pression d'air ambiant standard (13, punorm) ; exécuter un algorithme de calcul de remplissage d'air (15) qui est créé dans une condition de fonctionnement à pression d'air ambiant standard pour déterminer une quantité d'air standard (21, mLnorm) sur la base de la pression d'aspiration ajustée (17) et la pression de gaz d'échappement ajustée (19) ; ajuster la quantité d'air standard (21) en fonction de la pression d'air ambiant réelle (9) et de la pression d'air ambiant standard (13) pour calculer la quantité d'air (23 ml). En outre, l'invention concerne un moteur à combustion interne (33).
PCT/EP2016/062363 2015-06-12 2016-06-01 Détermination du remplissage d'air, dispositif de commande de moteur et moteur à combustion interne WO2016198299A1 (fr)

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US20180100451A1 (en) 2018-04-12
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US10557422B2 (en) 2020-02-11
DE102015210761A1 (de) 2016-12-15
CN107690523B (zh) 2021-03-05
KR101978101B1 (ko) 2019-05-13
CN107690523A (zh) 2018-02-13
EP3308007B1 (fr) 2021-05-26

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